Vehicle-brake



(No Mom.) 5 sheets-sheet 2.

(L B; FAIRC-HILD.

VEHIGLVE BRAKE.

515.557,951` Patented Sept. 15, 1895'.

(No Model.) l 5 sheets-sheen a.

o. BpFAIRGHILD. VEHICLE BRAKE.

Nn. 567,951. Patented Sept. 15 1896iA r A i l a6 u 6%566 Cz'Zesg 27032;@

0,13. PAIRCHILD.

VVEHICLE BRAKE.

5 Sheets-Sheet 4,

:(No Model.)

Patented Sept. 15, 1896.

(No Mdel-.j 5 Sheets-Sheet@ o; B. FAIRGHILD. VEHICLE BRAKE.

No. 567,951. Patented sept. 1.5, 1896.

EEiCE. l

l' UNITED STATES PATENT CHARLES B. FAIRCIIILD, OF NEV YORK, N. Y., ASSIGNOR OF ONE-IG'HTH TO DANIEL YV. BOSLEY, OF CHICAGO, ILLINOIS.

-VEHICLE-BRAKE.

SPECIFICATION forming part of Letters Patent No. 567,951, dated September 15, 1896.

Application filed December `3, 189,5. Serial No. 570,948, (No modela To all whom, t 11ml/ colmar/1..- plan viewthereof. Fig. 0 illustrates an adap- Beit known that I, CHARLES FAIRCHILD, tation of the form of the brake shown in Figs. a citizen of the United States, and a resident 7 and 8 to the grip-car of a cable street-raill of New York, in the county of New York and road. Figs. and 11 illustrate a form of 55 5 State of New York, have invented a new and brake the brush of which will accommodate useful Vehicle-Brake, of which the following' itself to an inclined road-bed. Fig. 12 shows is a specification. a brush having rigid teeth, and Figs. 13, 14,

rlhis invention relates to improvements in and show different forms of resilient teeth. vehicle-brakes, and relates particularly to im- The essential feature of my improved brake 6o 1o provements in what may appropriately `be consists of a brake-brush supported upon the designated as trackbrakes,7 comprising a car in such manner that it may be depressed brush supported beneath the vehicle and to bring the free ends of said brush-teeth into adapted to be depressed or lowered into concontact with the roadbed, preferably between tact with the road-bed over which the vehicle "the treads of the car-wheels.

15 is passing and raised or elevated out of con- A brake-brush embodying my invention tact with said road-hed at the will of the op- (herein designated, as a whole, byA) consists erator. of a rigid back AQ preferably made of hard The object of the present invention is to wood, in one side of which are secured a deprovide an improved brake of this type. In sired numberof brush-teeth a, made of spring- 7o 2o the preferable form thereof now known to me steel or other suitable material, which are a brake embodying my invention, broadly driven into holes formed in said brush-back stated, comprises a brush supported beneath A for their reception. the body of the car or vehicle and movable In the preferable construction shown a` toward and from the road-bed over which metallic plate a is rigidly secured to the face 25 said car or vehicle is passing, said brush conor side of the rigid brush-back A', said plate sisting of a rigid plate or back in which are a being perforated in proper manner to persecured a plurality of resilient teeth, which mit said brush-teeth a to be inserted through project from the under side thereof, and it into the rigid back A. means to actuate said brush toward and from In Figs. 13, 14, and 15 of the drawings I 8o 3o said road-bed. have illustrated three different forms of The invention also consists in the various brush-teeth which I will now describe in other features, combinations of features, and detail. details of construction hereinafter described, What I now consider the preferable form and then pointed out inthe claims. of brush-tooth is that shown in Fig. 13 of the 85 3 5 In the accompanying drawings a brake emdrawings. This form of brush-tooth is made bodying my invention is fully illustrated. from a strand of wire cable out off to the Figure 1 is a side view of a brake elnbodyproper length and tempered av mild springing my invention, said brake being shown as temper. To prevent untwisting or fraying applied to the motor-car of an electric streetof brush-teeth of this kind, collars or ferrules 9o 4o railway. Fig. lisalongitudinal vertical sec- CL2 are secured thereto at a short distance tional view thereof. Fig. 3 is a transverse from their freeends,asclearlyshown. Bruslr vertical sectional view thereof. Fig. 4 is a teeth constructed from cable-strands in this side elevation of the automatic form of my manner admit of limited longitudinal comimproved brake shown as applied to the grippression, which is an advantageous feature 45 car of a cable street-railway. Fig. 5 is a that will be referred to hereinafter.

transverse vertical section thereof on the line A further and very important advantage 5 5 of Fig. 4. Fig. Gis a longitudinal vertical in the use of brush-teeth of this kind is their sectional view of the automatic form of the oheapness, due to the fact that they may be brake shown in Fig. 4. Fig. 7 is a side ele made from the strands of ordinary cable used. roo 5o vation of a modification of the automatic to propel the cars on cable-railroads. In form of my improved brake. Fig. 8 is a top splicing such cables, to repair breaks and the like, many scraps of cable-strands are formed which may be utilized to make brushteeth and which would otherwise be practically useless and worthless. A great economy is thus eitected, as the stock for the brush-teeth can be procured in abundance at a very small expense. Brush-teeth ot' this kind are substantially circular in cross-section and about seVen-sixteenths of an inch in diameter.

A second form of brush-tooth (illustrated in Fig. 14 of the drawings) consists of a plurality of strips or plates d3 of sheet-steel drawn to a spring-temper and secured together by a rivet or rivets d4, so as to form a laminated structure. Preferably the layers d3, forming said brush-tooth, will be secured together only at the end that is inserted in the back A', leaving the outer free ends thereof disconnected from each other. If for any reason deemed desirable, however, my invention contemplates securing said spring-plates d3 together at both ends; butin case this construction is used the rivet which secures the outer free ends of said plat-es together is inserted through registering slots formed therein. In this manner the ends of said plates will always remain even under flexure, as they would were they disconnected. Teeth of this type will be square or rect-angular in cross-section, and a desirable size thereforis about three-quarters of an, inch to one inch square.

The third t'orm of brush-tooth (shown in Fig. l5 of the drawings) consists of a solid steel rod or wire, which is likewise drawn to a mild spring-temper, in which is formed a coil or loop d5, whereby the flexibility ot' teeth of this type is very greatly increased. When brush-teeth of this form are used, they are secured in the back A in such position that the loops d5 will extend in the direction in which said teeth will be flexed by the application of the brake to stop the car. Brushteeth of this form will preferably be circular in cross-section and about one-half of an inch in diameter.

The size and dimensions of my improved brake-brush will vary according` to circumstances and conditions, the principal limitation being the space available in which to mount and operate the same. When conditions will permit, a preferable size and form of brush is about thirty inches, transversely of the road-bed, by about nine inches lengthwise ot' said road-bed. The foregoing dimensions refer to the area occupied by the brushteeth only, as it will be necessary to make the back A' of said brush considerably longer than nine inches, in order to give desired stability to said brush.

The brush-teeth a. are secured in the brushback A at a distance of about one-half an inch apart, transversely of said brush-back, and about three inches apart lengthwise thereof.

The brush-teeth d projectI from the brushback A from about three inches when brushteeth made of cable-strands are used to about four and one-half inches when laminated teeth, such as illustrated in Fig. 14, are used. Preferably also each brush comprises teeth of different lengths, the maximum variation being about one-half an inch. The advantage of this construction is that in case the longer teeth become permanently bent or set from excessive tlexure or other cause the shorter teeth become more exposed and the efliciency and durability of the brush thereby very materially increased.

NVhle brush-teeth made from cable-strands give the best results under the greatest varietyof conditions, other forms of brush-teeth may he preferable thereto under specific conditions. A desirable form of brush therefore is one which contains the three forms of brush-teeth, as thereby different conditions are met advantageously.

A modified form of my brake-brush consists in the use, in combination with resilient brush-teeth, of inflexible teeth d6, rigidly secured in said brush-back A'. These inflexible teeth will preferably be square in crosssection and the outer ends thereof will be beveled on opposite sides, so as to form a wedge-shaped point. A desirable size for spikes of this nature is about three-quarters of an inch to one inch square and the length thereof will be a trifle less than -the length of the resilient teeth d. It is practicable to use inflexible teeth of this kind in combination with the resilient teeth, as the principal duty will come upon such resilient teeth.

Having thus-fully described my improved brake-brush, I will next describe its application and method of operation.

In Figs. l, 2, and 3 of the drawings I have shown my improved brake as applied to the motor-car of an electric street-railway. The

brake-brush A is supported beneath the middle of the car both lengthwise and crosswise, and is movable toward and from the roadbed between transverse bars B as guides,

said transverse bars B being rigidly supported from the side bars Bl of the car-truck frame by stay-rods Said transverse bars B also operate to maintain said brush A in permanent longitudinal adjustment relatively to said car and will take the end thrust caused by applying the brake. The brakeframe also comprises angle-bars B2, rigidly secured to blocks 1)', which are in turn rigidly secured to the upper sides of the transverse bars B. The adjacent sides of the blocks b are iiush with the adjacent sides of the bars B, and thus form continuations of the guides for the brake-brush in its Inovement toward and from the road-bed. As shown, also, angle-plates B3 are secured to the top of the brush A, the outer faces ot which form upward extensions of the ends of said brake-brush and operate to distribute IIO the thrustthereon, due to applying the brake,

and also `operate to prevent binding of said is imparted to said brake-brush in the following manner: Said brake-brush is pivotally connected to the lower ends of toggles B4, the upper ends of which are pivoted between upright lugs or brackets b2, rigidly secured to or formed integral with the longitudinallydisposed angle-bars B2. The middle pivotpins of the toggles B4 are connected by alink b3, to which is attached one end of a brakerod B5, which is connected to the brake-shaft secured upon the carplatforrn in the usual manner, whereby a strain may be brought on said toggles, tending to straighten them. Keyed to a shaft X, mounted in suitable bearings formed on bars b4, secured to the transverse truck-frame bars B, are leverarms b5 b. A slot formed in the free end of the lever-arln b5 engages a pivot-pin bl, secured in the link b3, and the free end of the lever-arm b is pivotally connected to one end of a brake-rod B7, the opposite end of which is connected to a brake-shaft secured upon the car-platform at the opposite end of the car from that to which the brakerod B5 extends. A strain on eii her one of the brake-rods B5 B7 will obviously operate to straighten the toggles and depress the brake-brush. A coiled tension-spring B8, secured at one end to the lever-arm b and at the other to the body of the car, as shown, will operate to iieX the toggle/s B4 when the brake is released and to raise the brakebrush A out of contact with the road-bed and to maintain the same normally in raised position.

The relation and adjustment of the various parts of the brake are such that when the brake-brush A is at its extreme elevation the free ends of the brush-teeth a are about two inches above the road-bed and such also that t-he travel of said brush toward and from the road-bed will be about four and one-half (4%) inches.

In Figs. 4, 5, and 6 of the drawings I have illustrated a modified form of my improved brake, which I designate the automatic form thereof, said brake being therein shown as applied to the grip-car of a cable streetrailroad. As shown, said brake is supported' at one side of the cable-grip so as to engage the road-bed between the slot of the cableconduit and the rail. Owing to the narrow space in which said brush is mounted, the width of the said brush area is only about twelve (l2) inches and is made correspondingly longer, say eighteen to twenty inches. In this form of the brake the brake-frame consists of lon gi tudinally-disposed angle-bars (l, firmly secured to the tops of blocks C', which are in turn secured to the upper sides of the transverse slide-.bars C2 of the grip-car,

thus forming a frame substantially ident-ical in construction with that used in the form of the brake shown in Figs. l, 2, and 3 of the drawings and heretofore described.

In the form of the brake so shown in said Figs. 4, 5, and G of the drawings the brakebrush A is supported in contact with the under side of a rigid block or support D by coiled i tensionsprings d, the ends ofV which are secured to said block or support D and said brush A, respectively. The brush A will thus be movable toward and from the road-bed relatively to said block or support D, the eX- tent of such relative movement being limited by links cl', pivotally connected at `one end to said brush and slots, in the other ends of which engage pivot-pins secured in said block or support D. As shown, the springs d are secured to the pivot-pins of the links CZ and embrace said links as guides. support D, carrying said .brakebrnsh A, is bodily movable toward and from the roadbed between the slide-bars C2 of the grip-car and the blocks C as guides, so as to depress said brake-brush A to effect contact of the free end of the brush-teeth with the road-bed or to raise `them out of contact therewith. Formed on the contacting-surfaces of the block or support D and the brake-brush A are cam-surfaces, whereby movement of the brush longitudinally of said block or support will operate to advance said brush toward or retract it from the road-bed relatively to said block or support. As shown, duplicate sets of regularly-inclined surfaces d2 d3 are formed IOO on said block D, corresponding oppositelyr inclined surfaces d4 d5 being formed on the brake-brush A, the pitch of said surfaces be-` ing about one inch vertically to about three inches longitudinally.

In the preferable construction shown also the block or support D is fitted to a channel formed in the top of the brake-brush A, whereby lateral displacement of said brush relatively to said block or support is prevented, the cam-surface on the brush being formed at the bottom of said channel. In order to permit longitudinal movement of said brush A relatively to said block or support D, said brush is made considerably shorter than said block or support, the difference in length be ing such that, the brush being at the middle of said block lengthwise, it may move in either direction sufficiently to depress `the brush about two inches. With inclined surfaces of a pitch of one inch in threesaid brushwill be from twelve to fourteen inches 'shorter than said block, and the respective lengths of said inclined surfaces are preferably fromv two to three inches more than the maximum travel of said brush longitudinally of said block or support when in its middle position. It therefore results from the use of duplicate sets of inclined surfaces that saidbrush will always be supported at both ends when moving in either direct-ion.

It'is obvious that the springs d will operate to maintain said brush A normally at the IIO middle of the block or support D, thus prol viding for movement in either direction, and will also operate to maintain said brush at the limit of its retraction relatively to said block or support.

When the block or support-D, carrying the brush A, is depressed sufficiently to bring the free ends of the brush-teeth a into contact with the road-bed, the resistance offered to the passage of said brush over said road-bed will operate automatically to impart a longitudinal movement to said brush relatively to said block or support, whereby said brakebrush will be further depressed, so as to engage the road-bed with desired force.

Movement of the brake-brush Alongitudi-Y nally of the block or support D is limited by means of suitable rigid stops, which also operate to take the end thrust due to the application of the brake. As shown, these stops are formed by the slide-bars C2 of the truckframe of the car, which extend below the block or support D at all times and into the path of the said brush A.

The means for lowering and raising the block or support D to bring the free ends of the brush-teeth into contact with the roadbed, or to raise them out of contact therewith, are as follows: Threaded through a nut E, rigidly secured to the fram e-bars C, is a screw E, the end of which bears upon the top of the block or support D at the middle thereof. The upper end of the screw E is tubular, and fitted to and splined therein is a shaft E2, the upper end of which is supported in a suitable bearing formed in a bracket c, secured to the body of the car. A beveled gear secured to the shaft E2 meshes with a beveled gear secured to a horizontal shaft E3, mounted in suitable stationary bearings on the body of the car. Pivotally supported upon the body of the car, in position to be accessible to the gripman, isahand-wheel E4, rotation of which is imparted to the shaft E3 by means of a chain belt e', adjusted to sprocket-wheels e2 e3, rigidly secured to the hub of said handwheel and to said shaft E3, respectively.

Rigidly secured to the screw E' above the nut E is a collar E, which, as the screw is raised, is adapted to come into contact with a bar or rod EG, which embraces said screw above said collar and is connected to both ends of the block or support D. In order to allow the brake-brush A to adjust itself to inclined road-beds, the bar or rod E, in the preferable construction shown, is pivotally connected to said block or support D.

In order to prevent binding of the screw E in the nut E, rubber cushions c4 are placed under the ends of said nut E and between it and the frame-bars C.

The operation of this form of my improved brake is as follows: The block or support D and the brush A being fully retracted and it being desired to apply the brake, the gripman turns the hand-wheel to lower the screw and thus depress the block or support D and the brake-brush A carried thereon until the free ends of the brush-teeth a come into contact with the road-bed. The resistance offered to the passage of said brake-brush over the roadbed will operate, automatically, to impart longitudinal movement to said brush rela `tively to said block or support D, whereby the said brush will be depressed into forcible engagement with the road-bed and the car stopped. Vhen it is desired to release the brake, the hand-wheel is turned in the opposite direction, whereby the screw E will be raised, and the collar E5, cominginto contact with the rod or bar E6. will operate to raise said blockor support D and with it the brush A until the free end of the brush-teeth a are clear of the pavement. The springs d then operate to further retract said brake-brush and to return it to its normal position at the middle of the block or support D.

In Figs. 7 and S of the drawings I have shown a modification of the automatic form of my improved brake, said brake being shown as applied to the motor-car of an electric street-railway. In its essential features the modified form of my improved brake (illustrated in Figs. 7 and 8 of the drawings) are substantially identical with those of the form of brake illustrated in Figs. 4, 5, and 6 of the drawings and heretofore described,com prising the block or support D, to which the brake-brush A is connected by the springs d and the links d,and provided with the inclined surfaces d2 d3 and d4 d5, respectively, whereby movement of the brush A longitudinally of said block or support D will operate to depress the saine relatively thereto. The modification consists in the method of supporting the block or support D and in the method of depressing the same, so as to bring the free ends of the brush-teeth a into contact with the road-bed, which I will now describe. The block or support D is pivotally connected at one end to a rod or bar F, rigidly secured to the transverse frame-bars F of the truckframe, as clearly shown. Keyed to a shaft f, mounted in suitable brackets f', secured to one of the frame-bars F' of the truck-frame, above the free end of said block or support D, is a cam-block F2, the cam-surface of which bears upon the top of said block or support D and will depress the end thereof when said lever is rotated in the proper direction. Rigidly secured to the shaft f are lever-arms f2, connected by brake-rods F3 to brake-shafts (not shown) mounted on the car-platforms at opposite ends of the car. Obviously a strain on either of said brake-rods F8 will operate to rotate the camblock F2 in direction to depress the free end of the block or support D. The free end of said block or support D is also connected by a link f3 with said cam-block F2, whereby7 when said cam-block is rotated in a direction to relieve the pressure on said block or support, said block or support will be raised. In the preferable construction shown the link f3 is a springlink, as the fine proportions of parts which IOO IIO

IZO

senesi s would be necessary in case a rigid link were used are thereby avoided. A coiledftensionspring f4, applied to the endl of one of the lever-arms f2, as shown, operates to rotate the cam-blockF2 in proper` direction to relieve the pressure on the block or support D when the brake is released, and through the medium of'the link f3 to raise the free end of said block or' support D and to maintain it normally raised and inoperative. Longitudinal movement of the brush A relatively to the block or support D is limited by stops f5, consisting of angle-plates rigidly secured to said block or support D, which `likewise operate to take the endthrust due to the application of the brake.

The operation of a brake of this form is ob- Vvioiis and need not be described in detail.

In Figs. 9, 10, and 1l of the drawings I have shown an adaptation of my improved brake to the grip-car of a cable-railway, whereby consisting of longitudinally-disposed angle- `of the brake.

bars G, which are rigidly secured directly to the tops of the slide-bars C2 of the gripcar, the forward ends of `which are extended and take under the front axle of the car, which thus sustains the thrust due to the application of the brake. Owing to thelimited space available in which to mount the brake, iron cam-bars G/ are substituted for the block or support D, said bars being pivoted at one end to the frame-bars G, and a pivoted camlever F2 being applied to the free ends thereof to depress the same, and said cam lever and bars being connected by a spring-link f3, whereby said bars will, be raised when said brake is released, all as heretofore described in connection with the description of the form of the brake illustrated in said figures. As applied to a grip-car, the cam-lever Fzis preferably controlled by means of a lever G2, pivoted at its lower end to a bracket g, depending from the body of the car, said lever being so located as to be accessible to the gripman. Said lever G2 is connected above its pivotal point with the free end of the cam-lever F2 by a rigid link g. The brake-brush A is supported in contact with and is connected to the bars G by tensionsprings g2 and links g3, and said bars G and brushAare provided with duplicate cam-surfaces d2 d3 and d4 d5, respectively, as in the other automatic forms Saidsprings will thus operate to maintain said brush normally retracted and at the middle of its longitudinal travel relatively to said cam-bars G', while said links g3 will operate to limit the relative movement fof said bars and brush all in the usual manner. The stops to limit the longitudinal travel of said brush, relatively to said pivloted cam-bars G, are formed by the forward of the cable-conduit to the rails, it is desirable to use a form of brush that will accommodate itself to said road-bed and thus create a uniform pressure on said brush. The form of brush shown in connection with this form of the brake is adapted to effect this end. As shown, said brake-brush consists of two separate brush-sections G2 G3, pivotally supported in the middle by rods or pins g5 in a suitable frame G4, in which are formed 'suitable holes or openings for the reception of said brush-sections G2 G3. In this form of the brush the cam-surfaces d4 d5, and other agencies controlling the automatic operation of said brake,are formed on and applied to the frame G4, which in this respect correspond to the brush-back A' in the other automatic forms of the brake. The brush-sections G2 GS are maintained normally in a horizontal position by means of leaf-springs g, applied to the outer sides thereof, and coiled springs 97, applied to the inner sides thereof.-

The operation of this form of brake is obvious.

A great advantage which my brake possesses is that when depressed into strong contact with the road-bed not only is africtional resistance created, but the resilient teeth will engage all slight depressions and elevations in the track and will thus cause a further resistance to the movement of said brush along said road-bed, which in the case of an ordinary granite or Cobblestone pavement will greatly exceed the frictional resistance, the two resistances combined operating to stop the car very quickly.

Vhile I consider a brake-brush having resilient teeth as embodying my invention in its preferable form, I do not wish to limit myself thereto, as my invention also contemplates the use of a brush with rigid inflexible teeth only. In, Fig. l2 of the drawings a brush of this kind is shown. In this form of the brush comparatively few teeth are used, and they are distributed over a considerable surface. In its other features a brake, the brush of which has inflexible teeth, may conforni to any of the other forms of the device herein shown.

Thespeciic forms of the brake shown in Figs. 4, 5, and (i and in Figs. 7 and 8 of the drawings, respectively, are made the subjects of separate applications for United States Letters Patent by me, both filed in the United Statesv Patent Office on the 18th day of February, 1806, and bearing Serial Nos. 579,717

IOO

a-nd 579,718,v respectively, and for this reason said specific forms of my improved brake are not claimed herein.

I claim l. In a vehicle-brake, the combination With a brake-brush, consisting'of a rigid back, in which are secured a plurality of resilient brush-teeth, said brake-brush being movable toward and from the road-bed, stops, whereby said brake-brush will be maintained in lon gitudinal adjustment upon said car and means to depress said brake-brush to bring the free ends of the brush-teeth into contact with the road-bed, substantially as described.

2. In a vehicle-brake, the combination of a brake-brush, consisting of a rigid back in which are secured a plurality of resilient brush-teeth, said brake-brush being movable toward and from the road-bed in suitable rigid guides, which will operate to maintain said brake-brush in iixed longitudinal adjustment, relatively to said car and means to depress said brake-brush to bring the free ends of said brush-teeth into contact with the roadbed, substantially as described.

3. In a vehicle-brake, the combination with a brake-brush, consisting of a rigid back in Which are secured a plurality of resilient brush-teeth, said brake-brush being movable toward and from the road-bed in suitable guides, Which also operate to impart movement of the car along its road-bed to said brush, toggles connected to said brake-brush and a lever or levers applied to said toggles to straighten and Hex the same, the construction and relation of the parts being such that straightening the toggles will depress the brake-brush and bring' the free ends of the brush-teeth into Contact With the road-bed and lexure of the toggles Will raise the brush and retract the free ends of said brush-teeth from said road bed, substantially as described.

4. In a vehicle-brake, the combination of transverse frame-pieces rigidly secured to the car-truck, longitudinal frame-pieces secured to said transverse frame pieces, a brakebrush, consisting of a rigid lback in Whichrare secured a pluralityof resilient brush-teeth, said brush being movable toward and from the road-bed between said transverse framepieces as guides, upright lugs or brackets secured to or formed integral with said longitudinal frame-pieces, toggles, pivoted at one end between the upper ends of said lugs or brackets and at the other to said brake-brush, and a lever applied to said toggles to straighten and flex the same, the relation and adjustment of the parts being such that straightening said toggles Will depress said brake-brush and bring the free ends of the brush-teeth into contact with the road-bed and tleXure of said toggles Will raise the brush and retract the free ends of said brush-teeth from said road-bed substantially as described.

5. A brake-brush for a car-brake of the type described, consisting of a rigid back in which are secured a plurality of resilient brush-teeth, substantially as described.

(i. A brake-brush for a brake of the type described, consist-in g oi a rigid back in which are secured a plurality of resilient brushteeth, said teeth being made from strands of cable drawn to a mild spring-temper, substantially as described.

7. In a vehicle-brake, the combination of a brake-brush, consisting of a rigid back in which are secured a plurality of teeth, said brake-brush being movable toward and from the road-bed, stops,whereby said brake-brush is maintained in permanent longitudinal adjustment upon said vehicle, and means to lower and raise said brake-brush to bring the free ends of the brush-teeth into and out of contact With the road-bed, substantially as described.

In testimony that I claim the foregoing as my invention I have hereunto set my hand this 22d day of November, 1895.

CHARLES B. FAIRCIIILD.

lVitnesses:

NATHANIEL S. RoBINsoN, GRACE FERN. 

